Control mechanism for fluid pressure cylinders



July 16, 1935. F. G. FOLBERTH ET AL CONTROL MECHANISM FOR FLUID PRESSURE CYLINDERS Filed Aug. 20, 1931 2 Sheets-Sheet l July 16, 1935' F. G. FOLBERTH El AL CONTROL MECHANISM FOR FLUID PRESSURE CYLINDERS Filed Aug. 20, 1931 ZSheets-Sheet 2 iii) Patented July 16, 1935 zgooa i iz CONTROL MECHANISM FOR FLUID PRESSURE CYLINDERS Frederick "G. Folbeifth and William Fiilberth,

Cleveland, Ohio Application August 20,

1931, Serial Nun-.8364

"coiaims. (cuss-152) This invention relates tofluid-pressure actuated devices, and more particularly to brake-operating apparatus for automotive vehicles.

In our co-pending United States patent application Serial No. 483,328 filed September. 20, 1930,

We have described and claimed an improved brake-operating hook-up in which the reduced pressure in the intake manifold of the internal combustion engine of an automotive vehicle is employed to actuate the vehicle brakes. In the above noted application there is illustrated a cylinder, a piston within the cylinder and. connected to apply the vehicle brake, and a valve for controlling the flow of air to and from the cylinder whereby the piston is caused to move therein to apply the brakes. In this apparatus,

as well as in other apparatus of this class with 1 which we are familiar, the suction of the intake manifold is employed to move the piston in a direction to apply the brakes, and a spring is employed to move the piston in the opposite direction.

Among the objects of our present invention is the provision of means for moving the piston in a brake-releasing direction in which the intake manifold suction is employed.

Other objects of our invention are: The provision of a valve arranged to momentarily connect the intake manifold of the vehicle engine 1 to the brake actuating cylinder to cause the piston to move in a brake disengaging direction as the -brakes are released; the provision of pressure.

operated brake actuating apparatus having a main valve and an auxiliary valve, the main valve being adapted to be manually operated to control the flow or" air to and from the cylinder on one side of the piston and the auxiliary valve being adapted to control the flow of air to and from the opposite side oi the piston; the provision of brake-actuating apparatus having interconnected 'main and auxiliary valves whereby the closing of one of the valves causes the other valve to.

momentarily open; the provision of a clutch pedal controlled braking system for automotive vehicles in which the operator has a positive indication when the clutch disengaging movement of the clutch pedal ceases and the braking action begins; the provision, in a vehicle control system in which the clutch pedal operates means for applying the vehicle brakes, of means for creating, a different feel to the brake-applying movement of the clutch pedal than that of the clutchoperating movement of the pedal,

The above and other objects of the invention will appear from the following description of a preferred and a modified form thereof, reference being had to the accompanying drawings,

in which:

Fig. 1 is a side elevation, partly in section; illustrating our improved. fluid pressure actuated mechanism" and diagrammatically showing the vehicle clutch and brake-operating pedals and engine. This view shows the 'parts in the positions they assume when the vehicle brakes are released and the intake off from the cylinder.

Fig. '2 is a view similar to Fig. 1, but illustrating only'the cylinder and its connected parts. "In this view the main valve has been opened to cause the intake. manifold suction to move the pisto'n .iwithin'the cylinder to apply "the vehicle brakes.

Fig. 3 is a view similar to Fig. 2, but illustrating the parts in theposition which they assume during the brake-releasing operation.

Fig. 4 is a fragmentary view, illustrating a modified form of auxiliary control valve. "Fig. 5 is an enlarged horizontal section taken on line, '55 of Fig, 4.

:Fig. 6 is a, section taken on line 6-6 of Fig. 5.

Fig. Tis a sectional view similar to Fig. 6, but 5 illustrating the valve in position to c'onne'ct' the intake manifold suction to the cylinder to move the piston ina bi'ake releasing direction.

Figs. 8, 9 and 10 are diagrammatic views, of the apparatu'slof Figs. 4, and 6,.illu'st'ratin'g the positions of the valve operating leversandconne'cting. link in various stages of the operation of the device. Referring now particularly to Figs. 1-, 2 and 3,

'at I and the standard brake-operating pedalwor lever at 2. An internal combustion engine is indicated at '3, having an intake manifold 4. The cylinder 5 may be suitably mounted on the vehicle frame as by abolt .6 and carries a pist'on'l, having a, piston rod 8 extending through: the upper end ofthe cylinder 5. .This piston rod. 8 may be connected in any suitable 'r'nannerto operate the vehiclebrakes. In the drawings we have shown a flexible cable 9 connecting thee'nd of the piston rod 8 to the brakepedal ,2. Dh'is flexible connection permits the manual operation 10f the"brake-'pedal in the usual manner without interference by our improved fluid-pressurebrake-operating mechanism. v

The application of the intake manifold suction to the lower end of' the cylinder 5 is controlled by a valve which is enclosed in the housing generally indicated at l0. This valve is not shown details per se do not form part ofthe present invention. Preferably. this main control valve should be of the well known equalizing ty eer fluid pressure brake control valves in which the degree of application of the brakes of the vehicle is dependent upon the degree of movement imparted to the valve operating mechanism. Valves of the preferred type are adapted to give'ia smooth and even brake application and to permit manifold suctionis shut the, standard vehicle clutch pedal .is indicated.

in detail as it may be ofan'y suitable type and its a braking force to be applied in small increments of application. A valve of the type referred to is fully shown and described in United States Patent No. 1,727,367 which, issued on September 10, 1929 to J. M; J. Dormoy. For purposes of the present application, it will suffice to say that this main 'control valve contained Within the housing is controlled by a lever A rod i2 is se+ cured to the lever H and extends to a point adjacent the clutch pedal The upper end of the rod 2 preferably carries a disk i3 and the clutch pedal I has an engaging member i l adapt ed to strike the disk |3.and move the rod |Z to open the main control valve within the housing H]. A spring I5 is secured at one end to a ,stationary bracket Ifiand at its opposite end to ,the .rod |2. ,T is spring |5 tends to move the rod l2. and the lever H in a direction to close the main valve. r

FI'heoperation of the portion of our apparatus described above, is fully explained in the cothe clutch is first disengaged... After. the clutch isfully disengaged the member Hi strikes the end l3 of the rod |2,- and further downward movement of the clutch pedal moves the lever to open the main control valve. Openingof this ;valve In connectsthe intake manifold suction to the'lower. end of the cylinder 5 through the pipe .1. H and the reduction of pressure within the cylinder 5 causes the piston to move downwardly therein. This downward movement of the piston is rod 8 and cable 9 and appliesthe vehicle brakes Y r (not shown) When the clutch pedal is allowed to transmitted to the brake pedal through the piston move upwardly by relieving the pressure thereon,

;.the .spring l5. will return the main control'valve .1510

intake manifold is closed and the lower end of 1. the cylinder 5 is connected to the atmosphere to ltSiOfi position in which the connection to'the through the pipe I 8 and the air filter F.

been moveddownwardly to apply the brakes, we

within said cylindrical housing 19. The piston valve 20 carries a downwardly extending piston rod 2| which extends out through the supporting flange 22. "A small disk-shaped stop 23 is mounted adjacent the lower end of the piston rod 2|, for purposes to be explained later. lower part 24 of a hinged connecting link' L'is' pivoted to the lower end of the piston rod 2|. Thelupper part 25:0f the hinged link L hasa slot,26 which engages a pin 27 on the main valve 7 A tension spring 28 extends across the I hinged joint of link. L. V The, piston valve member 20 has a port 29 passlever ing laterally through its lower portion. This port 29, when the parts are in the position shown inFig. l, connects the upper end of the cylinder *5 to the atmosphere through the pipes or conduits, 30, 3| and I8. 'Thevalve member 20 is normally held in this position by the spring 52 auxiliary disk valve 34. This valvehasa stem. -,35 which extends downwardly into the port 29. ,The lowerv endof the stem 35 carries a small pin 36 and the valvemember Zllmay be recessed The I L andto maintain the brakes at any desired degree as at 3'! to accommodate this pin. A compression spring 38 normally causes the valve 34 to be seated against the upper end 39 of the housing valve V, reference will be had to Figs. 1, 2 and 3,

which illustrate successive steps in the operation of our apparatus. Referring now to Fig. 1, it will be seen that the clutch pedal I has not yet engaged the end it of the rod l2, and the parts are all in what may be considered their ofi positions. When in these positions, the upper end of the cylinder 5 is connected to the atmosphere through the pipe the port 29, the pipe 3|, the pipe i8 and the air filer 3:. At the same time the lower end of the cylinder 5 is connected to the atmosphere through the pipe i8 and filter F. The valve 555 is seated against the seat 39 and thus the intake manifold suction is completely closed ofi from the upper end of the cylinder 5. The hinge of the hinged link L is broken and the pin 21 .on the main valve lever i! is against the lower end of the. slot 25 in the upper part 25 of the connecting link L. A spring 28, when the parts are in these positions, tends to maintain the parts 2 1 and 25 in angular relation.

Referring now to Figure 2, it will be seen that the lever H has been moved downwardly. This movement has connected the intake manifold suction to the lower end of cylinder 5, and this suction has moved the piston to apply the vehicle brakes. The parts of our auxiliary valve mechanism, however, occupy the same position as they occupied in Fig. 1, with the exception that the parts it and of the link L have been straightened out by the movement of the lever and action of spring 28. 'The spring 28 is so arranged that when the parts 26- and 25 are in this position (Fig. 2) it will tend to hold them in a. straight line. It "should be noted that the pin 2i is still against the lower end of the slot 26.

When the operator relieves the pressure on the clutch pedal i, the spring :5 moves the rod l2 and thelever ii to the right (Fig. 3). During this movement the 2i pushes against the lower endoi the slot This force is transmitted by the hinged link L to the lower end of the rod 2i. As the parts 2 1 and 25 are maintained in a straight line by the spring 28, the hinge of the hinged link ii will not break, but rather the piston'rod. 21' and the piston valve member. will this downward movement of the piston 20 the valve 34 will remain seated, due to the action of the spring 38. jI-Iowever, after the valve 20 has moved downwardly a distance great enough to move the port 25 out of alignment with the pipes and 3|, the small pin 36 will be engaged by the member 21 and the valve 34 will be drawn I away from itsseat ilfi. A portdZ extends through counter-bore the interior of the housing Hi, the

pipe it, and the pipe ll.

It W111 be noted that in Fig. 3 the main valve lever ii has not yet reached its final off position, as shown in Fig. Land that the edge of the disk tions is eliminated.

a normally, upwardly extending port 48.

shown in Fig. 3 to that shown in Fig. 1 will cause the disk 23 to push against the part 24, breaking the hinge of the link L. When this occurs, the

spring 32, which has been compressed by the downward movementof the piston valve member,

pushes this valve member back up to its oii position and the parts are again as shown in Fig. 1. It will benoted that the spring 28 tends to hold the members of'the link L in a straight line., However the spring 32 is made of sufficient strength to overcome the spring 28 and bend the link L at its hinged joint after the joint has been initially broken by the disc 23.

Thus, when the operator of the vehicle removes his foot from the clutch pedal, permitting the main valve lever -I I to be moved to its off position by the spring I5, the auxiliary valve V will be moved down to momentarily connect the upper end of the cylinder 5. to the intake suction- This connection is completed for'only a short time, as will be seen from the above explanation. However, it is sufficiently long to draw the piston I to the upper end of the cylinder 5, and the parts are then in position for again applying the brakes.

By providing this auxiliary valve mechanism, the piston is positively moved into position for another application of the brakes immediately upon release of the brakes. With this construc- -tion.it is unnecessary to provide a spring toretract the piston, and, consequently, a greater braking force is available as it is unnecessary to overcome such a piston retracting spring. Moreover, the difiiculty of providing a spring which will. hold up under strenuous operating condi- In Figs. 4, 5, 6 and 7 we have illustrated a modifiediorm of auxiliary valve which is designed to accomplish substantially the same results as the apparatus shown in Figs. 1, 2 and 3. modified form of valve is of the rotary type rather than piston type, and the connections between the auxiliary valve and the lever II are also somewhat modified. i

As seen in Figs. 4' and 5, the auxiliary valve housing 43 is connected to the intake manifold suction, the atmosphere, and the upper end of the cylinder 5 by pipes I'I, 3i and Y35 respectively, which correspond exactly to the similarly numbered pipes in Figs. 1, 2 and 3. The rotary valve member 44 has a tapered end 45 and is maintained on its seat within the housing 43 by a spring 46. The valve member 44 is provided with a transversely extending port 41 and The port 49 extends from the port 48 to the inner end of the valve member 44 and is parallel to the axis of the valve. The pipe I! from the in- 'take manifold of the vehicle engine enters a chamber 50, from which extends a passage 5i,

i which interconnects with the bore of the housing 43 at a point radially removed from the longitudinal center line thereof.

An examination of Figs. 5, Band '7 will show 4 that when the valve is in the position shown in Figs. 5 and 6, a direct connection will be established between pipes 35 and SI, and thus -valve 44 do not move.

The

position a direct connection is established between the intake manifold and the upper end ofthe cylinder 5.

Referring back to Figs. land 5, the shaft 52 extends outwardly 'from the valve member 44 throughtheend cap 53 of the housing 43. The spring 54 encircles the shaft 52 and has one end secured to the shaft and the other end secured to the end cap 53. This spring is so ar-- ranged that it tends always to maintain the valve member 44 in the position shown in Figs. 4, 5 and 6, in which the upper end of the cylinder ,5 is connected to the atmosphere.

An auxiliary valve operating lever 55 is secured to the outer end of the shaft 52. This lever has a lug 55 extending out from its hub portion. A set-screw 51 extends through the lug 55 and may be provided with suitable locknuts to hold it in position. A hinged link L connects the end of the lever 55 to the main valve operating lever II, and a spring 58 extends across the hinge of the link L" in a manner similar to the spring 28 illustrated in' Figs. 1, 2 and 3.

When the parts are in the positions shown in Figs. 4 and 8, the hinged link L is bent and the valve is in the position shown in Figs. 5 and 6.

This establishes a connection between the upper end ofthe cylinder 5 and the atmosphere. When the clutch pedal is depressed to disengage the clutch and then further depressed to actuate the mainvalve lever I I, this lever I I assumes the position shown diagrammatically in Fig. 9, and the hinged link L is straightened out. During the straightening of the link L the lever 55 and the lever I I further down than is shown in Fig. 9, it may be done without affecting the connections to the cylinder 5. This is true because the .ports 4'1 and 43 are larger than the pipes 30 and 3 I, and, therefore, the valve member 44 may move to a certain extent in a direction opposite to that indicated by the arrow in Fig. 6 without destroying the connection between the cylinder "and the atmosphere and without establishing a connection between the cylinder and the intake manifold. When the operator removes his foot from the clutch pedal the spring I5 retracts the lever II. This return movement of the lever II pushes the lever 55 to the right (Fig. and

moves the valve 44 to establish connection beshown in Figs. '7 and 10, and it should be noted thatthe lever II has not quite resumed its po-. sition as shown in Fig. 8. It will also be noted that the adjustable screw 51 is contacting with the link L. A slight further movement of the lever I I will cause the hinge joint of the lever L to be broken. The spring 58 willthen be thrown to a point below the center of the hinge and the spring 54 will return the valve member '44 to the position shown in Figs. 5 and 6. At the same-time the hinged link L will again assume the position shown in Figs: 4 and 8.

From the above description it will be seen that the auxiliary valve arrangement illustrated in Figs. l, 5, 6, 7, 8/9 and 10 will accomplish substantially the same result as that illustrated Figs. l, 2 and 3. v

In order to give adifierent resistance'or feel to the movement of the clutch pedal for its brake operating movement from the clutch disengaging movement, we have providedthe fluid pressure rod 62.

resistance unit or dash pot, which is generally indicated at R. The unit R. is supported by a bracket B which is secured to the valve housing II). An arm 6t is secured to the same shaft as themain valve operating lever N. This arm carries an adjusting screw 6! 'at the outer end, which is adapted to engage the upper end of a Rod 62 carries a piston G3 at its lower end. and has a bearing'in the end cap 64 of the cylindrical housing 65. The piston 63 is provided with holes 68 and a check valve 61, which is adapted to prevent the flow or" fluid through the holes 66 when the piston moves downwardly within the cylinder 65 but to permit a free flow through the holes during the upward travel of the piston. A by-pass pipe 68 having an adjustable valve 59 connects the lower end of the cylinder 65 to the upper end. A compression spring 10 normally maintains the piston 63 at the top of the cylinder 65.

In the operation of our apparatus, the screw 6| is adjusted so that it contacts with the upper end or the rod 82 when the lever H is in the position shown in Fig. 1. When lever H is moved through movement of the vehicle clutch pedal, it must necessarily force the piston 63 downwardly in the cylinder 65. As this cylinder is completely filled with a relatively incompressible liquid, such as oil, glycerine, or the like, it will offer a certain resistance to the lever ll. This resistance will depend upon the setting of the valve 69, which permits the fluid to flow from the bottom of the cylinder 65 to the top thereof during the downward movement of piston 63. By properly adjusting the valve 69 any desired degree of additional resistance may be imposednpon the clutch pedal to indicate to the operator when he is operating the brake controlling valve. When the operator removes his foot from the clutch pedal the lever H is returned to its off position, carrying with it the arm 60. The spring 16 causes the piston 53 to be immediately moved to the top of the cylinder 65. Practically-no resistance to this upward movement is oflered by the fluid within the cylinder, as the check valve Si is arranged to permit free flow of fluid through the holes 66 in the piston 63 during its upward interconnecting said valves whereby movement movement.

We have described inrconsiderable detail the embodiments of our invention illustrated in the a accompanying drawings.

It will be understood, however, by those skilled in the art, that modifications of and variations from the apparatus herein shown and described may be made without departing from the spirit of our invention.

, We-do not, therefore, wish to be limited to the specific forms of our invention herein shown and described, but claim all embodiments thereof coming within the scope of the appended claims.

We-claim:

1. Apparatus of the'class described including in combinatioma cylinder, a piston in said cylin-der having a piston rod extending out through one end of said cylinder, a valve adapted to control the flow of actuating fluid to and from said cylinder on one side of said piston, an auxiliary of the operating means of theother of said valves.

2. Vehicle control apparatus including, in combination, a brake operating lever, fluid pressure actuated means for operating said lever,

a valve for controlling the flow of fluid under pressure to said actuating means, a valve operating lever adapted to open said valve when moved in onedirection and to close said valve when moved in the' opposite direction, an auxiliary valve, connections between said auxiliary valve and said valve actuating lever whereby movement of said lever in one direction only .willoperate'.

said auxiliary valve.

3. An automotive vehicle including a fluid pressure actuated brake operating-system comprising a source of actuating fluid pressure, a cylinder, a piston, a valve for controlling the movement of said piston in brake applying direction, a second valve for controlling the movement of said piston in brake releasing direction,

means for operating said first named valve, and

means responsive to movement of said-flrst name-d Valve for actuating said SGCOIld'nVfilVG, said last named means including a hinged link interposed between said means for operating said first named valve and said second named valve.

4. An automotive vehicle including a fluid pressure actuated brake operating systemcomprising a source of. actuating fluid pressure, a cylinder, a piston, a valve for controllingthe movement of said piston in brake applying direction, a second valve for controlling the movement of said piston in brake releasing direction,

means for operating said first named valve,,and

end of said cylinder, a second valve for control- I ling the connection between said'conduits and the opposite end of said cylinder, and means forof said first named valve in a direction to shut ed the connections to the source of supply of' 5o fluid pressure will actuate said second named valve to momentarily connect said opposite end of said cylinder. to the source of actuating pressure, said means includinga connecting link having a hinged joint and a spring extending across said hinged joint and securedat its ends to said link.

6. In apparatus of the type described, a main valve operating lever, auxiliary valve operating.

means, a hinged link adapted to interconnect said main valve operating lever and said auxiliary valve operating means, spring means extending across the hinge of said hinged link and secured to said link on either side of the hinge, and means associated with said auxiliary valve operating means for breaking said hinge upon movement of said main valve operating lever in valve closing direction. a

FREDERICK G. FClLBER'I Hr WILLIAM M. FOLBERTH. 

